Technical Publication: Diesel Engine

Technical Publication
Diesel Engine
12 V 2000 M72 / M92 / M93
16 V 2000 M92 / M93
Common Rail
Description
M013023/00E
Printed in Germany
 2005 Copyright MTU Friedrichshafen GmbH
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Änderungen bleiben vorbehalten.
Printed in Germany
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Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation, microfilming and storage or processing on electronic
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This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.
Subject to alterations and amendments.
Imprimé en Allemagne
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Le manuel devra être observé en vue d’éviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous à l’exploitant
de le mettre à la disposition du personnel chargé de l’entretien et de la conduite.
Modifications réservées.
Impreso en Alemania
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Nos reservamos el derecho de introducir modificaciones.
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II manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dall’utente al personale addetto alla
manutenzione e alla condotta.
Con riserva di modifiche.
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A presente publicação, inclusive todas as suas partes, está protegida pelo direito autoral. Qualquer aproveitamento ou uso exige a autorização
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a memorização e/ou processamento em sistemas eletrônicos, inclus ive bancos de dados e serviços on-line.
Para evitar falhas ou danos durante a operação, os dizeres do manual devem ser respeitados. Quem explora o equipamento economicamente
consequentemente deve colocá-lo à disposição do respetivo pessoal da conservação, e à dispositção dos operadores.
Salvo alterações.
Amendment Service!
Any changes in contents will be sent to you in the form of an amendment,
provided you complete the reverse of this receipt card and return it to us.
M013023/00E
Description
Postcard
MTU Friedrichshafen GmbH

8 V 2000 CR Abteilung SCT
16 V 2000 CR
88040 Friedrichshafen
GERMANY
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Motornr.: Auftragsnr.: Inbetriebnahme-

Engine No.: MTU works order No.:
o
No du moteur: N° de commande: meldung
N de motor: N° de pedido:
Motore N.: N. commessa: Commissioning
No. do motor: No. do pedido:
Note
Motortyp: Inbetriebnahmedatum:
Engine model: Date put into operation: Notice de mise
Type du moteur: Mise en service le: en service
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en servicio
Eingebaut in: Schiffstyp / Schiffshersteller:
Installation site: Vessel/type/class / Shipyard:
Lieu de montage: Type du bateau / Constructeur: Avviso di messa
Lugar de montaje: Tipo de buque / Constructor: in servizio
Installato: Tipo di barca / Costruttore
Incorporado em: Tipo de embarcação/estaleiro naval:
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Observações:
Table of Contents 1–I
1 Engine models 12 V 2000 and 16 V 2000 Common Rail

1.1 Engine models 12 V 2000 and 16 V 2000 Common Rail ......................... 1 – 01
1.2 Crankcase with oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 – 04
1.3 Gear train .............................................................. 1 – 06
1.4 Crank drive ............................................................. 1 – 08
1.5 Cylinder head with injector ................................................ 1 – 10
1.6 Valve gear .............................................................. 1 – 12
1.7 Fuel system with common-rail injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 – 14
1.8 Charging system ........................................................ 1 – 17
1.9 Lube oil system ......................................................... 1 – 23
1.10 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 – 25
1.11 Engine Management and Monitoring ........................................ 1 – 29
1.12 Operation and Servicing .................................................. 1 – 31
1.13 Index .................................................................. 1 – 33
M013023/00E 05-04 © MTU

Engine models 12 V 2000 and 16 V 2000 Common Rail 1 – 01
1.1 Engine models 12 V 2000 and 16 V 2000 Common Rail
1 Engine oil heat exchanger 13 Carrier housing 26 Raw-water connection for

2 Engine oil filter 14 Turbocharger (primary TC) gearbox cooling
3 Coolant filter 15 Turbocharger, left-hand side 27 Gearcase
4 Change-over lever for (secondary TC) 28 Raw-water pump
engine oil filter 16 Horizontal exhaust outlet 29 External raw-water inlet
5 Fuel heat exchanger 17 Exhaust flap actuating cylinder 30 Raw-water connection to sea
6 Coolant distribution housing 18 Air flap actuating cylinder 31 Plate-core heat exchanger
with integrated expansion tank 19 Flap control valve 32 Thermostat housing
7 Engine lifting eye (free end) 20 Cylinder head cover 33 Fuel hand pump
8 Electronic engine management 21 Exhaust manifold 34 Fuel duplex filter (switchable)
system
22 Engine mount KGS= free end
9 Air filter
23 Electric starter
10 Air intake
24 Oil pan
11 Air collection housing
25 Battery-charging generator
12 Turbocharger, right-hand side
(secondary TC)
M013023/00E 05-04 © MTU

1 – 02 Engine models 12 V 2000 and 16 V 2000 Common Rail
1 Turbocharger, left-hand side 10 Engine oil filter 20 Oil dipstick

(secondary TC) 11 Fuel filter 21 Drive flange
2 Turbocharger (primary TC) 12 Engine oil heat exchanger 22 Flywheel housing
3 Air intake 13 Coolant distribution housing 23 Engine mount
4 Engine lifting eye (driving end) with integrated expansion tank 24 Carrier housing, middle section
5 Turbocharger, right-hand side 14 Thermostat housing 25 Carrier housing, bottom section
(secondary TC) 15 Exhaust manifold 26 Exhaust outlet
6 Coolant filler neck 16 Coolant pump 27 Carrier housing, top section
7 Crankcase ventilation 17 HP fuel pump KS = driving end
8 Change-over lever for 18 Fuel delivery pump
engine oil filter
19 Oil filler neck
9 Coolant filter
M013023/00E 05-04 © MTU

Engine models 12 V 2000 and 16 V 2000 Common Rail

These engines are compact, reliable, easy to service as well as economical.
In addition, they provide an excellent power-to-weight ratio and low emission factors.
The common rail injection system provides optimum fuel utilization as well as compliance with the
requirements of all relevant environmental protection regulations.
Sequential turbocharging, electronic engine management and split-circuit cooling system ensure
that these engines are at the leading edge of technology.
These engines have been designed for high-performance applications such as fast yachts and patrol boats,
but also for the severe service profile of vessels in continuous operation, e.g. fast ferries.
Technical data
• Four-stroke diesel engine
• 12 or 16 cylinders
• 90° Vee angle
• Rated power
• 1080 kW to 1790 kW
• 90 kW to 112 kW per cylinder
• Displacement
• 26.8 l (12V) / 35.7 l (16V)
• 2.23 l per cylinder
• Engine speed
• 2450 rpm + 50 rpm speed margin
• Counterclockwise rotation
• Common rail injection system, electronically controlled
• Single-stage sequential turbocharging with charge-air cooling
• Triple-wall, air-insulated exhaust manifolds
• Electric starter
• Resilient engine mounting, height-adjustable
• Service block with pumps, filters, heat exchangers, battery-charging generator, coolant expansion tank etc.
• Electronic engine management system
Benefits
Life-cycle costs
• Low fuel consumption over the entire performance range
• Low oil consumption
• Easy maintenance
Performance characteristics
• Unrestricted low-load operation
Environmental compatibility
• Certified compliance with IMO NOx emission standards
• Certified compliance with EPA TIER II emission standards
Safety
• High standard
• SOLAS requirements are met
M013023/00E 05-04 © MTU

1.2 Crankcase with oil pan
1 Coolant chamber (return) 12 Coolant transfer to carrier 24 Horizontal screw of bearing cap
2 Coolant chamber (supply) housing 25 Oil connection to engine oil
3 Crankcase breather inst. 13 Coolant connection for heat exchanger
position TC cooling 26 Vertical screw of bearing cap
4 Main oil gallery 14 Carrier housing inst. position 27 Gasket of oil pan
5 Sealing rings 15 Oil return from cylinder head 28 Main bearing cap
6 Coolant return from cylinder 16 Coolant supply to cylinder head 29 Sleeve bearing (crankshaft)
head 17 Flywheel housing inst. position 30 Gearcase inst. position
7 Cylinder liner 18 Crankcase 31 Oil nozzle for piston cooling
8 Carbon scraper ring 19 Oil pan 32 Engine oil transfer to gearcase
9 Engine oil transfer to 20 Oil filler neck 33 Coolant distribution housing
cylinder head 21 Oil dipstick inst. position
10 Intercooler inst. position 22 Connection for crankcase 34 Sleeve bearing (camshaft)
11 Oil connection for TC and flap breather KGSFree end
actuation lubrication 23 Oil drain, free end
M013023/00E 05-04 © MTU

Crankcase with oil pan

Crankcase and oil pan are bolted together and sealed with a gasket.
Technical data
• Crankcase cast as one piece
• Integral coolant ducting
• Integrated oil supply to lubrication points and for piston cooling through the two main oil galleries
• Replaceable, wet cylinder liners with twin-stage plateau honing and carbon scraper ring
• Metallic seal between cylinder liner and cylinder head
• Split sleeve bearings for the crankshaft
• Camshaft sleeve bearings
• Vertical and horizontal bolting of the main bearing caps
• Integrated piston cooling oil supply via the two main oil galleries
• Crankcase ventilation (closed circuit)
• Oil pan with oil filler neck, dipstick, oil drain and connections for crankcase ventilation
• Engine oil pump, pressure and suction lines and suction strainer
Benefits
• High rigidity
• Low noise and vibration levels
Operation
Crankshaft with conrods and pistons, camshaft and engine oil pump are installed in the crankcase.
Gearcase (free end), coolant distribution housing (free end), flywheel housing (driving end),
cylinder heads, intercooler, crankcase breather, lifting eyes and the carrier housing for the
turbochargers are mounted on the crankcase.
The engine components installed in and mounted on the crankcase are supplied with
coolant and engine oil from the crankcase.
M013023/00E 05-04 © MTU

1.3 Gear train
1 Driving gear for auxiliary PTO 9 Crankshaft gear (free end) 16 Crankshaft gear (driving end)
2 Speed-sensor disk 10 Raw-water pump 17 Idler gear
3 Driving gear for camshaft 11 Idler gear 18 Engine oil pump
4 Camshaft 12 Coolant pump 19 Engine oil pump drive gear
5 Crankshaft 13 Coolant pump gear 20 Idler gear
6 Driver for optional hydraulic 14 Driver for HP fuel pump and 21 Auxiliary PTO
pump drive fuel delivery pump KS Driving end
7 Raw-water pump gear 15 HP fuel pump and fuel KGSFree end
8 Idler gear delivery pump
M013023/00E 05-04 © MTU

Gear train
The gear train comprises the driving and idler gears arranged on the engine driving end
and in the gearcase on the engine free end.
Technical data
Straight toothing of gears
Benefits
• Low-wear power transmission
• Low maintenance
• No axial forces
Operation
The crankshaft gear (16) drives the camshaft and the idler gear (17) of the engine oil pump (18).
The gear (1) drives the auxiliary PTO (21) via idler gear (20).
Via the two idler gears (8) and (11) the crankshaft gear (9) drives coolant pump, raw water
pump, HP fuel pump and fuel delivery pump.
An auxiliary PTO can be additionally installed in the gearcase (free end) as an option. Engine
speed and injection timing are measured by redundant sensors at the speed-sensor disks (2)
of the camshaft and the crankshaft (Section 1.4).
M013023/00E 05-04 © MTU

1.4 Crank drive
1 Piston 6 Vibration damper with belt 10 Ring gear

2 Speed-sensor disk pulley 11 Drive flange
3 Hub with gear 7 Crankshaft gear (free end)
4 Conrod 8 Crankshaft
5 Counterweight 9 Crankshaft gear (driving end)
M013023/00E 05-04 © MTU

Crank drive
The crank drive is installed in the crankcase. It is supported in sleeve bearings and locked in axial direction. Engine oil
supplied from the crankcase provides lubrication of the bearings and the vibration damper and cooling of the pistons.
Technical data
Piston
• Light-metal solid-skirt pistons with crown cooling duct
• Two compression rings, one oil-scraper ring
• Piston cooling via oil spray nozzles
Conrod
• Forged
• Split bearing shells
• Oil supply to lower bearing via crankshaft
• Lubrication of the upper bearing from the lower bearing through an oil duct in the conrod
Crankshaft
• Forged
• Bolt-on counterweights
• Press-fitted crankshaft gears at driving end and free end
• Low-wear sleeve bearings, oil supply from lube-oil system
• Axial location bearing provided
• Support bearings on engine driving end and free end, sealed with radial-lip oil seal
Vibration damper (free end)
• Torsional vibration damper with hydraulic balancing
• Integrated belt pulley
• Oil supply from lube oil system
Flywheel (free end)
• Hub with gear for auxiliary PTO
• Drive flange
• Ring gear for starter pinion
• Speed-sensor disk
Benefits
• High performance
• Minimum weight
• Long maintenance intervals
• Long service life
• Low oil consumption
Operation
The forces generated in the combustion chambers of the cylinders are transmitted from the pistons (1) and conrods
(4) to the crankshaft (8), transformed into rotary movement and transmitted via the PTO flange (11). Torsional
vibrations are hydraulically balanced by the vibration damper (6). Gears (7 + 9) press-fitted on the engine driving and
free ends drive the intermediate and driving gears of the gear train. Lubrication of the crankshaft bearings, support
bearings, upper and lower conrod bearings and of the vibration damper is provided by the lube oil system. To cool the
solid-skirt pistons, spray nozzles installed in the crankcase continuously spray oil into the piston crown cooling ducts.
The speed-sensor disk on the crankshaft (2) and on the camshaft (→ Page 1 – 06) ensure engine
speed and injection timing are each measured by two sensors.
M013023/00E 05-04 © MTU

1.5 Cylinder head with injector
1 Charge-air line 10 Gasket 19 Valve guide

2 Rail 11 Cylinder head 20 Valve-seat insert
3 Leak-off fuel line 12 Exhaust collector 21 Valve spring
4 Cable guide to injector 13 Exhaust manifold 22 Sealing plate
5 Cable connection at injector 14 Intermediate plate A Charge air
6 Cylinder head cover 15 Exhaust valve B Exhaust
7 HP fuel line 16 Combustion chamber c Engine oil
8 Intermediate housing 17 Injector d Coolant
9 Injector pressure accumulator 18 Inlet valve
M013023/00E 05-04 © MTU

Cylinder head with injector

The cylinder heads are bolted on the crankcase. The bearing supports for the valve gear and the intermediate
housings are secured to the cylinder heads. Cylinder head covers seal the cylinder heads on top.
Coolant for cylinder head cooling as well as engine oil for valve gear lubrication are supplied from the crankcase.
The intermediate housing and cylinder head cover separate the fuel side (HP fuel line and injector pressure
accumulator) from the oil side (valve timing elements and cylinder head).
Technical Data
• Individual cylinder heads
• Two inlet and two exhaust valves per cylinder
• Valve-seat inserts (inlet and exhaust)
• Centrally located fuel injector, secured with clamp
• Metallic sealing ring at cylinder liner
• Engine oil and coolant transfers between crankcase and cylinder head sealed by sealing plate
Benefits
• Designed for high firing pressures
• Low fuel consumption
• Low smoke index and exhaust emission
• Long service life
Operation
With the inlet valves (18) open, charge air flows from the charge-air pipe (1) into the
combustion chamber of the respective cylinder.
When the injector (17) injects fuel into the combustion chamber, an air/fuel mixture is generated
which ignites spontaneously under compression.
The exhaust gases generated by the combustion process flow through the exhaust valves (15) - after these
have opened - via the exhaust duct into the exhaust manifold (12) to the exhaust turbochargers. Operation
(opening/closing) of the inlet and exhaust valves (18 + 15) is controlled by the valve gear.
The accumulator of the injector (9) is continuously supplied with fuel from the rail (2) via a HP line.
M013023/00E 05-04 © MTU

1.6 Valve gear
1 Camshaft gear 7 Cylinder head 13 Inlet valve

2 Pushrod 8 Support 14 Valve springs
3 Roller tappet (inlet) 9 Valve clearance adjusting screw 15 Exhaust valve
4 Roller tappet (exhaust) 10 Rocker arm (inlet) 16 Crankshaft gear
5 Camshaft 11 Rocker shaft 17 (KS) speed-sensor disk
6 Rocker arm (exhaust) 12 Valve bridge KS Driving end
M013023/00E 05-04 © MTU

Valve gear
Camshaft with driving gear and roller tappets are installed in the crankcase. Pushrods provide the connection between
roller tappets and rocker arms. The bearing supports with the rocker arms are mounted on the cylinder heads.
Technical Data
• Centrally arranged camshaft, lubrication of sleeve bearings from the crankcase
• The camshaft gear is directly driven by the crankshaft gear; Pushrods with roller tappets (splash lubrication)
• Bearing support and rocker arms are supplied with engine oil from the lube oil system
• Flying valve bridges for inlet and exhaust valves
• Valve clearance adjustment at the adjusting screws of the rocker arms
Benefits
• Low-weight design
• Low rotating masses
Operation
The camshaft controls the operation (opening/closing) of the inlet and exhaust valves (13 + +15). Valve
control movements initiated by the camshaft are transmitted by roller tappets (3+4), pushrods (2) and rocker
arms (6+10) to the valve bridges (12) of the inlet and exhaust valves (13+15). The valves (13+15) are
opened against the spring pressure and closed by the pressure of the valve springs (14).
Engine speed and injection timing are measured by redundant sensors at the speed-sensor
disks of the camshaft (17) and the crankshaft.
M013023/00E 05-04 © MTU

1.7 Fuel system with common-rail injection
1 Fuel delivery pump 11 HP distribution block 21 Leak sensor

2 Non-return valve 12 Temperature sensor 22 Cylinder head cover
3 Safety valve 13 Pressure sensor 23 Gasket
4 Supply line from tank 14 Pressure limiting valve 24 Intermediate frame
5 Fuel hand pump 15 Rail 25 Cylinder head
6 Fuel duplex filter (switchable) 16 HP line to injector 26 Charge-air pipe with integrated
7 HP fuel pump 17 Injector with accumulator common rail
8 Suction restrictor valve 18 Return line 27 Double-walled HP line
(solenoid controlled) 19 Fuel cooler (coolant-cooled) 28 Change-over lever
9 Zero-delivery restrictor valve 20 Fuel return to fuel line to tank KGSFree end
10 Control valve
M013023/00E 05-04 © MTU

Fuel system with common-rail injection

The fuel system consists of a low-pressure system and a high-pressure system (common rail system).
The common rail injection system is controlled by the engine electronics. Injection pressure, start of
injection and quantity of fuel injection are determined independent of engine speed. Injection pressures
up to 1800 bar ensure optimum fuel injection and combustion conditions.
Technical data
Low-pressure system
• Fuel delivery pump, driven by camshaft of HP fuel pump, with non-return and safety valve
• Fuel hand pump
• Fuel duplex filter (switchable)
High-pressure system
The common rail injection system comprises:
• HP fuel pump with suction restrictor and zero-delivery restrictor valve
• HP distribution block with pressure limiting valve, pressure sensor and temperature sensor
• Rails
• Double-walled HP lines to the injectors
• Injectors with integrated individual accumulator and limiting valve
Return
• Surplus fuel from HP pump, injectors and HP distribution block (in emergency operation)
is led to the return line to the tank. Return fuel from injectors and HP distribution block is
cooled in the fuel cooler before being returned to the tank
Leak-off fuel
• Leakage monitoring with leakage sensor
Control
• Electronic by engine electronics
• Start and end of injection electronically controllable (variable)
Benefits
• Significant emission reduction at low engine speeds
• Variable pressure in common rail
• Good acceleration characteristics
• Possible leaks at HP sealing points are led off by gravity and monitored
• Reduced risk of fire
Operation
The fuel delivery pump (1) draws fuel from tank (4) and delivers it via the fuel duplex filter (6) to the HP pump (7).
The HP pump increases fuel pressure to up to 1800 bar and delivers fuel via the HP distribution block (11) to the
two rails (15). HP lines (16) connected to the rails supply the fuel to the injectors (17). Solenoid valves which are
integrated in the injectors (17) and are controlled by the engine electronics determine injection timing and quantity.
The fuel quantity required for the injection process and to maintain the system pressure (up to 1800 bar) is preset
by a suction restrictor (8) integrated in the HP pump. The engine electronics determine fuel quantity depending
on system pressure and engine speed and control the suction restrictor in accordance with a performance map
stored in the electronic system. The injectors (17) provide optimum distribution of fuel in the combustion chamber.
The surplus fuel leaving the injectors is led through return lines (18) to the fuel cooler (19). Here, the fuel is cooled
and led together with surplus fuel from the HP pump through line (20) to the line to the fuel tank (4).
The entire HP fuel system is designed with double-walled lines. The rails (15) are integrated in the
two charge-air pipes (26). HP lines and injector accumulators are enclosed by the intermediate frame
(24) and the cylinder head cover (22) and therefore separated from the oil chamber of the cylinder
head (25). Possible leaks are monitored and signalized by a sensor (21).
M013023/00E 05-04 © MTU

Safety equipment
In the event of a fault, e.g. of the HP fuel pump (7), the pressure limiting valve (14) integrated in the HP fuel
distribution block (11) decreases maximum system pressure, thus protecting the other HP components from overload.
The fuel drawn off is returned via the fuel cooler to the line leading to the tank. At decreased system pressure,
the engine can be operated safely at partial load until the next service is possible.
In order to prevent continuous fuel injection and a possible fuel lock, e.g. in case of a jamming nozzle
needle, a limiting valve is integrated in the injector. In case of excessive flow, the limiting valve shuts
off fuel supply from the individual fuel accumulator to the injection nozzle.
M013023/00E 05-04 © MTU

1.8 Charging system
1 Exhaust collector 12 Turbine wheel 23 Actuating cylinder of air flap

2 Cylinder head 13 Turbine housing 24 Spring cylinder for air flap
3 Charge-air pipe 14 Exhaust flap 25 Bellows
4 Air collection housing 15 Turbocharger, center 26 Solenoid valve for secondary
5 Intercooler (primary TC) turbocharger, left-hand side
6 Air filter 16 Exhaust collector 27 Exhaust valve
7 Air flap 17 Carrier housing cover 28 Combustion chamber
8 Flap housing 18 Bellows (exhaust outlet) 29 Inlet valve
9 Compressor housing 19 Turbocharger, left-hand side KGSFree end
(coolant-cooled) (secondary TC)
10 Compressor wheel 20 Exhaust flap actuating cylinder
11 Turbocharger, right-hand side 21 Carrier housing, top section
(secondary TC) 22 Carrier housing, bottom section
M013023/00E 05-04 © MTU

Charging system
High power and acceleration requirements require wide-range performance maps for these
engines. Torque characteristics meeting these requirements have been achieved by systematic
development of single-stage sequential turbocharging.
The newly developed ZR 125 turbochargers in combination with the optimized flow characteristics of air and
exhaust system ensure high charging efficiency. This leads to high final compression temperatures. In order
meet the surface temperature requirements for classification, cooled compressor housings are used.
Technical data
• Single-stage turbocharging
• Electronically controlled sequential turbocharging with three operating modes
• Coolant-cooled, three-piece carrier housing for three turbochargers
• Three turbochargers
• Coolant-cooled compressor housings
• Coolant-cooled, triple-wall exhaust manifolds with air insulation
• Coolant-cooled intercooler
• Left-hand and right-hand turbochargers (secondary TC) can be cut in/out
• Central turbocharger runs continuously (primary TC)
• Common exhaust outlet
Benefits
• Low exhaust emissions
• Low surface temperatures
• Reduced thermal stress
• High engine torque at low engine speeds (wide performance map)
• Excellent acceleration characteristics
• Smooth transition from single TC operation to double TC operation and from double
TC operation to triple TC operation and vice versa
• Optimum adaptation of the charge-air quantity supplied to the engine air requirements
• Compact design
M013023/00E 05-04 © MTU

Exhaust system – Operation
1 Cylinder head 6 Turbine housing

2 Exhaust passage 7 Turbine wheel
3 Exhaust manifold 8 Exhaust flap
4 Exhaust pipe 9 Exhaust collector
5 Turbocharger 10 Bellows (exhaust outlet)
Exhaust system
With the exhaust valves open, exhaust gases flow from the combustion chambers of the cylinders
through the exhaust ducts (2) of the cylinder heads (1) to the exhaust manifolds (3) and further
through the exhaust pipes (4) to the turbochargers (5).
The exhaust gas entering the turbine housing (6) of the turbochargers drives the turbine wheel (7) of
the respective rotor assembly. From the turbocharger outlet, the exhaust gases flow through exhaust
collector (9), exhaust outlet (10) and the shipside exhaust system to the atmosphere.
The exhaust flaps (8) installed in the exhaust collector open/close the exhaust outlet downstream of the
secondary turbochargers. Thus the respective secondary turbocharger is cut in/cut out.
M013023/00E 05-04 © MTU

1 Air filter 6 Compressor housing 11 Inlet duct

2 Air flap 7 Turbocharger 12 Cylinder head
3 Flap housing 8 Intercooler 13 Combustion chamber
4 Intake housing 9 Air collection housing
5 Compressor wheel 10 Charge-air pipes
Charge-air system
Turbochargers driven by the exhaust flow of the two cylinder banks supply the charge-air system with the
required quantity of charge air. Air is drawn through the air filters (1) and compressed by the compressor wheel
(5), which is arranged on the rotor assembly shaft in the compressor (6) of the turbocharger (7). From the
turbochargers, the compressed air flows through the intercooler (8) into the air-collection housing (9). There the
charge air is distributed to the two charge-air pipes (10) and - with the inlet valves open - flows through the inlet
ducts (11) of the cylinder heads (12) into the combustion chambers (13) of the respective cylinders.
Air flaps (2) installed in the flap housings (3) open/close the air supply to the secondary turbochargers.
To achieve high cylinder power, the compressed air is cooled with coolant in the intercooler (8). The
split-circuit coolant system provides the possibility to preheat the charge air in the intercooler in low-load
operation. This leads to low HC emissions in low-load operation.
M013023/00E 05-04 © MTU

Sequential turbocharging
1 Combustion chamber 6 Turbine 11 Compressor

2 Exhaust manifold 7 Exhaust flap 12 Intercooler
3 Primary TC 8 Exhaust outlet 13 Charge-air pipe
4 Secondary TC 9 Air inlet after air filter
5 Secondary TC 10 Air flap
M013023/00E 05-04 © MTU

Sequential turbocharging
Sequential turbocharging is controlled by the engine electronics and facilitates the cutting in/out of
secondary turbochargers (4+5) based on engine and turbocharger speed.
During engine starting and at low idle, all three turbochargers (3+4+5) are cut in. To increase charge-air pressure
with increasing load, the two secondary turbochargers (4+5) are cut out by the air and exhaust flaps so that only the
primary turbocharger (3) is running. At high engine speeds all three turbochargers are continuously cut in.
The secondary turbochargers (4+5) are cut in/ cut out by the exhaust flaps (7) installed between turbine housing (6)
and exhaust outlet (8) and by the air flaps (10) installed in the air inlets of the secondary turbochargers (4+5).
The exhaust flaps (7) are opened/closed by hydraulic cylinders. The air flaps (10) are opened by the intake air
depression against the spring force of the air flaps. The air flaps are closed by hydraulic cylinders.
When cutting out secondary turbochargers (4+5), exhaust flaps (7) and air flaps (10) close simultaneously.
The air supply to the respective secondary turbocharger is interrupted by air flap (10). The air which has
been drawn in and compressed by primary turbocharger (3) is then routed to the combustion chambers (1)
of both cylinder banks via intercooler (12), air collection housing and charge-air pipes (13).
The first secondary turbocharger is already cut in by the engine electronics during the speed increase
to rated speed, i.e. the exhaust flap is opened. The suction draft of the running turbine opens the
spring-loaded air flap in the air inlet. As soon as engine and turbocharger speed have reached the
setpoint value, the second secondary turbocharger is cut in. The secondary turbochargers are cut out
in the same manner, i.e. depending on engine and turbocharger speed.
To ensure stable turbocharger control, turbochargers are cut in / cut out with hysteresis.
M013023/00E 05-04 © MTU

1.9 Lube oil system
1 Engine oil pump 11 To HP fuel pump and its 20 Engine oil pump pressure
2 Strainer driver sleeve limiting valve
3 Oil pan 12 Camshaft bearing 21 Oil filler neck
4 Connecting line 13 Crankshaft bearing 22 Oil dipstick
5 Engine oil heat exchanger 14 Lower conrod bearing 23 Crankcase
6 Engine oil filter (switchable) 15 Upper conrod bearing 24 Cylinder head
7 Main oil gallery 16 Rocker-arm bearing 25 Gearcase
8 Support bearing, free end 17 Bearing of turbine rotor 26 Change-over lever (engine
18 Piston cooling nozzle oil filter)
9 Vibration damper
19 Sequential turbocharging 27 Crankshaft support bearing
10 Idler gear bearing
control/actuation 28 Idler gear bearing, aux. PTO
M013023/00E 05-04 © MTU

Lube oil system

The lube oil system supplies engine oil to all lubrication points of the engine, piston cooling as well
as all control and actuating cylinders operated with engine oil.
Technical data
• Wet-sump forced-feed lubrication system
Benefits
• Long oil-change intervals
Operation
The engine oil pump (1) draws oil via a strainer (2) from the oil pan (3) and delivers it through a connecting line (4)
to the engine oil heat exchanger (5) and to the two oil filters (6). From the oil filters, the cooled and filtered oil is
supplied via the two main oil galleries (7) to the lubrication points, spray nozzles and control and actuating cylinders.
Components supplied with oil:
• Crankshaft support bearing, free end (8)
• Vibration damper (9)
• Idler gear bearing in gearcase (10)
• HP fuel pump and its driver sleeve (11)
• Camshaft bearings (12)
• Crankshaft bearings (13)
• Lower conrod bearings (14)
• Upper conrod bearings (15)
• Rocker-arm bearings (16)
• Turbocharger bearings (17)
• Piston cooling nozzles (18)
• Sequential turbocharging control/actuation (19)
• Crankshaft support bearing, driving end (27)
• Idler gear bearing, aux. PTO (28)
The engine oil pump (1) is a gear pump. It is driven by the crankshaft gear (KS) via an idler gear.
Pressure limiting valve (20) protects the engine from excessive oil pressure.
M013023/00E 05-04 © MTU

1.10 Cooling system
1 Coolant pump 11 Coolant line to compressors 22 Engine oil heat exchanger

2 Crankcase center cooling 12 Coolant line to carrier housing 23 Flow restrictor (auxiliary bypass
duct (supply) 13 Coolant line to exhaust manifold to coolant pump)
3 Cylinder liner 14 Restrictor in exhaust manifold 24 Flow restrictor (intercooler
4 Cylinder head cooling bypass)
15 Flow restrictor (main bypass
chambers to coolant pump) 25 Plate-core heat exchanger
5 Left and right-hand coolant 16 Thermostat housing 26 Flow restrictor (engine oil heat
duct in crankcase (return) exchanger bypass)
17 Thermostat
6 Turbocharger carrier housing 27 Coolant expansion line
18 Flow restrictor (split-circuit
7 Flow restrictor (return, bypass) 28 Coolant expansion tank
crankcase, free end) 29 Coolant filler neck
19 Intercooler
8 Coolant distribution housing
20 Fuel heat exchanger
9 Exhaust manifold
21 Coolant filter
10 Compressor (turbocharger)
M013023/00E 05-04 © MTU

Technical data
• Split-circuit cooling system:
• Coolant circuit
• Raw-water circuit
• Coolant cooling by raw-water-cooled plate-core heat exchanger
• Thermostat-controlled coolant circuit
• Coolant-cooled / preheated charge-air
• Coolant-cooled fuel return
Benefits
• Engine, oil and charge-air reach optimum operating temperature very quickly
• Prevention of white smoke by preheating the charge-air during idling and low load operation
• Charge-air cooling during load-operation
Operation
Coolant circuit
Following engine starting, coolant pump (1) pumps the coolant through crankcase
center cooling duct (2) into the cylinders.
It flows around the cylinder liners (3). From there it enters the cylinder heads and flows through the coolant
chambers (4) of the cylinder heads. Through the coolant ducts (5) arranged in the left and right crankcase sides,
part of the coolant flows to the turbocharger carrier housing (6), the other part via the two flow restrictors (7) into
coolant distribution housing (8). In the carrier housing (6), it flows through the coolant chambers and from there
through the cooling jacket of the exhaust manifolds (9) into the coolant distribution housing (8).
To ensure cooling of compressors (10), coolant is supplied on engine free end from the central coolant
duct (2) through lines (11) to the coolant chambers of the compressors (10). Through line (12), coolant is
supplied to the carrier housing (6) and through lines (13) to the exhaust manifolds (9).
When the engine is cold as well as at operating temperature, some of the coolant from the coolant
distribution housing (8) is fed directly to coolant pump (1) via flow restrictor (15).
Cold engine
The coolant flowing into thermostat housing (16) from coolant distribution housing (8) is routed via flow
restrictor (18) and intercooler (19) to the engine oil heat exchanger (22).
In the bypass upstream of the intercooler (19), part of the coolant flows through fuel heat exchanger (20) and coolant
filter (21). Downstream of engine oil heat exchanger (22) the coolant which has been cooled merges with the coolant
from fuel heat exchanger (20) and coolant filter (21) and is routed via flow restrictors (25+23) to coolant pump (1).
Upstream of the intercooler, flow restrictor (24) routes part of the coolant straight to engine oil heat exchanger (22).
Bypassing the plate-core heat exchanger (26) enables the engine, lube oil and coolant
to reach operating temperature quickly.
M013023/00E 05-04 © MTU

1 Coolant pump 13 Coolant line to exhaust manifold 25 Flow restrictor (bypass to

2 Crankcase center cooling 14 Restrictor in exhaust manifold plate-core heat exchanger)
duct (supply) 15 Flow restrictor (main bypass 26 Plate-core heat exchanger
3 Cylinder liner to coolant pump) 27 Flow restrictor (engine oil heat
4 Cylinder head cooling 16 Thermostat housing exchanger bypass)
chambers 17 Thermostat 28 Coolant expansion line
5 Left and right-hand coolant 18 Flow restrictor (split-circuit 29 Coolant expansion tank
duct in crankcase (return) bypass) 30 Coolant filler neck
6 Turbocharger carrier housing 19 Intercooler 31 To onboard heating
7 Flow restrictor (return, 20 Fuel heat exchanger 32 From onboard heating
crankcase, free end)
21 Coolant filter
8 Coolant distribution housing
22 Engine oil heat exchanger
9 Exhaust manifold
23 Flow restrictor (auxiliary bypass
10 Compressor (turbocharger) to coolant pump)
11 Coolant line to compressors 24 Flow restrictor (intercooler
12 Coolant line to carrier housing bypass)
Engine at operating temperature

In the bypass upstream of the intercooler , part of the coolant flows through fuel heat exchanger (20) and coolant
filter (21). In load operation, part of the coolant entering the thermostat housing (16) from coolant distribution
housing (8) is routed via flow restrictor (25) to the plate-core heat exchanger, provided that the thermostats (16) are
set accordingly. It is cooled there and flows to intercooler (19) and engine oil heat exchanger (22).
Downstream of engine oil heat exchanger (22) the coolant which has been cooled merges with the coolant from fuel
heat exchanger (20) and coolant filter (21) and is routed via flow restrictors (27+23) to coolant pump (1).
M013023/00E 05-04 © MTU

Part of the coolant flow from plate-core heat exchanger (26) is routed via flow restrictors (18+23)
directly to coolant pump (1). Upstream of the intercooler (19), flow restrictor (24) routes part of
the cooled coolant straight to engine oil heat exchanger.
Warm coolant is led off at connection (31) to supply the onboard heating system and enters the
cooling system downstream of the onboard heating at connection (32).
Flow restrictor (27) governs the amount of coolant bypassing the engine oil heat exchanger.
Coolant expansion tank (29) ensures flow-rate and pressure compensation through coolant expansion line (28).
To preheat the coolant, the engine is equipped with connections to the coolant preheating unit.
Raw-water circuit
1 Raw-water pump 3 Plate-core heat exchanger 5 Connection for gearbox cooling

2 Connection for external inlet 4 Connection to overboard
Engine-mounted raw-water pump (1) draws in raw water through a raw-water filter from external inlet (2). It
is then routed through plate-core heat exchanger (3) before being routed to external outlet (4).
Raw water for gearbox cooling is routed via connection (5).
M013023/00E 05-04 © MTU

1.11 Engine Management and Monitoring
Engine management and monitoring

One of the key innovations on Series 2000 Common Rail engines is the new generation of
the MTU-specific electronic engine management system.
The new engine governor "ECU7" is significantly more robust than previous units, which makes
it even more suitable for the harsh engine room environment.
The engine monitoring system ensures operational reliability as well as a long service life of the engine.
Commencement of injection, injection duration as well as injection quantity are calculated for every ignition and
every cylinder. This guarantees high fuel economy, minimum exhaust emissions as well as maximum power.
Engine control unit (ECU)

The main functions of the ECU are: control of the common rail injection system and the sequential
turbocharging system as well as monitoring of the major engine operating parameters.
Technical data
• Flat housing with 4 plastic connectors
• Integrated engine monitoring system
• Integrated engine safety system
• Redundant CAN bus to higher-level operating and monitoring system (electrically isolated)
• 24 V DC supply
• Box for self-diagnostics
• All sensors and actuators directly connected to the ECU
• Integrated test system
• All sensors and actuators monitored for short circuits and defective wiring
M013023/00E 05-04 © MTU

Functions
Governing
• Engine speed
• Fuel HP
Control
• Injection (fuel pressure, commencement and duration of injection, operating status)
• Sequential turbocharging (cut-in and cut-out) of switchable turbocharger
• Engine protection with multilevel safety system:
• Power reduction
• Power limitation
• Emergency stop
Monitoring
• Exhaust temperature, A-bank
• Exhaust temperature, B-bank
• Engine speed
• Oil pressure
• Differential oil pressure
• Coolant temperature
• Coolant level
• Turbocharger speed
• Leak-off fuel level
• Oil temperature
• Coolant pressure
• Fuel pressure downstream of filter
Local operating panel (LOP)
Technical data
• Engine speed, oil pressure and coolant temperature are being monitored and displayed
• Integrated safety system
• Integrated test system
• Redundant CAN bus interface to governor and higher-level operating and monitoring system
• 24 V DC supply
Benefits
• Clearly structured screen display for operating status, measured values and fault messages
• Local operating panel (LOP) for start, stop and emergency stop
• Gearbox and other components can be integrated in the control system
• Maintenance-free
M013023/00E 05-04 © MTU

1.12 Operation and Servicing
1 Engine oil heat exchanger 11 Exhaust turbocharger 21 Vibration damper

2 Coolant filter 12 Valve gear, injector, cylinder 22 Coolant pump
3 Engine oil filter head, combustion chamber 23 Plate-core heat exchanger
4 Change-over lever (engine 13 Coolant filler neck 24 External raw-water outlet
oil filter) 14 Oil filler neck 25 HP fuel pump
5 Fuel heat exchanger 15 Oil dipstick 26 Fuel delivery pump
6 Engine lifting eyes 16 Engine mount 27 Thermostat housing
7 Crankcase ventilation filter 17 Raw-water pump 28 Fuel hand pump
/ Oil separator 18 Raw-water connection to 29 Change-over lever (fuel
8 Electronic engine management gearbox duplex filter)
system 19 External raw-water inlet 30 Fuel duplex filter
9 Air filter 20 Oil drain from oil pan
10 Service indicator for air filter
M013023/00E 05-04 © MTU

Operation and Servicing

Technical data: Components / assemblies relevant for operation / servicing:
• Pumps
• Coolant pump
• Raw-water pump
• Fuel delivery pump
• HP fuel pump
• Fuel hand pump
• Heat exchangers
• Engine oil heat exchanger
• Plate-core heat exchanger
• Fuel heat exchanger
• Filters
• Fuel filters
• Engine oil filter
• Coolant filter
• Air filter with service indicator
• Electronic engine management system
• Starter
• Valve gear
• Injector
• Cylinder head
• Coolant thermostat
• Exhaust turbochargers
• Coolant filler neck
• Oil filler neck
• Oil dipstick
• Oil drain
• Battery-charging generator
• Service indicator for air filter
• Engine lifting eyes
Benefits
• Operator-friendly
• Good accessibility of fuel hand pump and change-over levers for fuel filters and engine oil filters
• Good accessibility to fuel, raw-water and electronic engine management connections
• Few interfaces to ship’s systems
• Simple system design, only little additional installation space required
• Components (pumps, heat exchangers, filters, electronic engine management system)
are precision-matched to engine operation
Additional information
For additional information on safety precautions, instructions regarding accident prevention, environmental
protection, proper operation and maintenance, localization and correction of faults as well as additional
technical data, refer to (→Operating Instructions) of the engine.
M013023/00E 05-04 © MTU

Index 1 – 33
1.13 Index
C G
Charging system . . . . . . . . . . . . . . . . . . . . . . . 1 – 17 Gear train . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 – 06
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . 1 – 25
Crank drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 – 08 I
Crankcase with oil pan . . . . . . . . . . . . . . . . . . 1 – 04 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 – 33
Cylinder head with injector . . . . . . . . . . . . . . . 1 – 10
L
E Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . 1 – 23
Engine Management and Monitoring . . . . . . . 1 – 29
Engine models 12 V 2000 and 16 V 2000 O
Common Rail . . . . . . . . . . . . . . . . . . . . . . . . . 1 – 01
Operation and Servicing . . . . . . . . . . . . . . . . . 1 – 31
F V
Fuel system with common-rail injection . . . . . 1 – 14
Valve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 – 12
M013023/00E 05-04 © MTU

Technical Publication: Diesel Engine

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Motornr.: Auftragsnr.: Inbetriebnahme-

1 Engine models 12 V 2000 and 16 V 2000 Common Rail

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1.1 Engine models 12 V 2000 and 16 V 2000 Common Rail

1 Engine oil heat exchanger 13 Carrier housing 26 Raw-water connection for

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1 Turbocharger, left-hand side 10 Engine oil filter 20 Oil dipstick

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Engine models 12 V 2000 and 16 V 2000 Common Rail

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1.2 Crankcase with oil pan

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Crankcase with oil pan

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1.3 Gear train

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1.4 Crank drive

1 Piston 6 Vibration damper with belt 10 Ring gear

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1.5 Cylinder head with injector

1 Charge-air line 10 Gasket 19 Valve guide

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Cylinder head with injector

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1.6 Valve gear

1 Camshaft gear 7 Cylinder head 13 Inlet valve

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1.7 Fuel system with common-rail injection

1 Fuel delivery pump 11 HP distribution block 21 Leak sensor

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Fuel system with common-rail injection

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1.8 Charging system

1 Exhaust collector 12 Turbine wheel 23 Actuating cylinder of air flap

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Exhaust system – Operation

1 Cylinder head 6 Turbine housing

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1 Air filter 6 Compressor housing 11 Inlet duct

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1 Combustion chamber 6 Turbine 11 Compressor

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1.9 Lube oil system

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Lube oil system

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1.10 Cooling system

1 Coolant pump 11 Coolant line to compressors 22 Engine oil heat exchanger

M013023/00E 05-04 © MTU